carbking

Cars, trucks, buses, motor racing, and motorcycles world-wide. Indexing by make is iffy on some of the non-USA brands, if the brand is not printed on the stamp. Can index on: Stamps by country Stamps by brand Stamps by individual (i.e. Richard Petty) Some dual searches (brand and country) Also have a large duplicate collection if anyone might have an interest. Jon.

Why not rebuild the one you have? Jon.

Stamp collecting is still a very large hobby (although much smaller than before the post office initiated the self-stick stamp). Due to the sheer numbers of stamps available, many beginning (and advanced) collectors collect topical stamps rather than trying to acquire all stamps from a given country. Automobiles on stamps is one of the most popular topics. When I acquired a checklist on automobiles on stamps from the American Topical Association, some 5 years ago, they then listed just a few shy of 5000 different, but it was not absolutely complete then, and more have printed since then. I have more than 4000 different in my personal collection. There are a number of smaller countries which include the printing of topical stamps as one of their largest industries! I have spent hundreds of hours reworking (now seachable a number of different ways, including by car make) the automobile stamp database. Not giving lists away, but not overly expensive. If any interest, contact me BY TELEPHONE 573-392-7378 (9-12, 1-4 Mon-Tues central time). Jon.

It is a universal carb, and both throttle and choke may be situated on either side. As to the spring, no clue; it certain is not needed. Possible a hanger to hang the carb from the rafters??? Jon

Ebay isn't always correct. https://www.thecarburetorshop.com/Kdodge.htm Jon

From above: "After 1940 this trend was reversed, and most carburetors were stamped on the top surface of the airhorn along one of the edges. " Jon

From my website thecarburetorshop.com: Jon Stromberg The following applies to Stromberg-USA carburetors, and does not apply to Stromberg carburetors produced elsewhere: Stromberg began stamping a ‘code’ number on virtually all O.E. (original equipment) carburetors beginning in 1935 up through the end of production in 1974. Most of the carburetors produced in the late 1930’s were stamped on the throttle body. Others were stamped on the airhorn. After 1940 this trend was reversed, and most carburetors were stamped on the top surface of the airhorn along one of the edges. Replacement carburetors produced during this period were generally identified by tag only (although a few replacements were stamped). The stamped ‘code’ is in the format ‘ccc-nnne’ where ccc is a one, two, or three digit code representing the company for which the carburetor was produced (ie 2=Ford, 4=Chrysler, 7=Buick, etc.); nnn is a one, two, or three digit number representing the next sequential number of carburetor sold to the company in ‘ccc’; and e is a letter (if present) representing the engineering change status of the carburetor. An example would be 7-69A which is decoded as 7 (Buick); 69 (the sixty-ninth type of carburetor sold to Buick – this one fits a 40 series in 1949); and ‘A’ meaning one engineering change to the original specifications. A second change would be 7-69B. Stromberg used both rectangular (held in place by a screw) and round (riveted in place) tags during this period, on those units which were tagged. Stromberg carburetors produced prior to 1935 can easily be identified as to type, as it is cast onto the carburetor; however complete identification is impossible unless one has prior knowledge of the carburetor being identified; and can be quite difficult and time consuming for even someone with the original prints.

It will be interesting to see how insurance companies view, and insure, these items. Of course, if one cannot get insurance, one can always put the replica in their garage (or showroom) and lie to their friends. Just guessing here, but by the time all of the body components are reproduced (and they don't have to exactly match the original) that a restored original will probably be less expensive than a replica. Tooling costs money; for low production items the amortized tooling cost/unit is very high. Having said that, if a replica of the Jaguar XK-SS shows up at Mustang prices, count me in! Jon.

SOLD. This thread may be closed. Jon.

Ray - I reread your post, and notice that you are also looking for an intake. Before looking for the PB intake, you should check with other U and PB owners to determine if it will fit. I do not know, nor do I have documentation to check. If no one volunteers the answer, we normally suggest to look at the intake-to-head gasket for each. If the gasket is the same, the intake will probably fit. Jon.

See this is your first post, so welcome! I have Tillotson documentation (domestic) from 1916~1980's. There is no mention of a model FR-1. I do not have Tillotson export documentation. Tillotson did offer a type JR-1 universal replacement. Tillotson did offer a type F-1B as a replacement for the Zenith used on both the Ford model A and model B vehicles. The Ford engines were 200 CID (see comments under Carter type BB-1). I have no documentation on any other Tillotson types beginning with an "F". In the for what its worth category, Tillotson produced a number of different universal replacement carburetors. The JR series came as JR-1, JR-2......JR-6. There was also a UR series, and a YR series. ALL of the Tillotsons with a two letter type (i.e. JR) the "R" meant replacement. There were also some original equipment type R with no prefix letter (example R-2A). According to Carter documentation: 1929 Plymouth model U (domestic) - Carter type RT-08 identification number 130s 1929 Plymouth model Q (export L.H.D.) - Carter type DRT-08 identification number 131s 1929 Plymouth model Q (export R.H.D.) - Carter type DRT-08 identification number 132s 1930 Plymouth model U (export L.H.D.) - Carter type DRT-08 identification number 157s 1930 Plymouth model U (export R.H.D.) - Carter type DRT-08 identification number 158s Concerning the Carter type BB-1: The Plymouth U engine was 175 CID. The Plymouth PB engine using the BB-1 was 196 CID. The Carter type BB-1 identification 4A2 was early production on the PB, and replaced in mid-year by the 4A3 (upgrade). Each is calibrated specifically for the 196 CID engine, and would be lean on the main metering circuit for a 175 CID engine. Both are quite scarce, and fairly expensive. Either could probably be modified by an expert to be calibrated for the 175 CID engine. If one is wanting to use a BB-1, probably a better choice would be the Carter BB-1 identification number 245s. This was a universal replacement carburetor, and came with an external adjustable main metering jet. All three (4A2, 4A3, and 245s) have an adjustable idle, so idle calibration would not be an issue. EDIT: here is a link to the Plymouth listings on my website: Plymouth carburetor listings Jon.

FOR SALE: Assortment of Rochester model B cores. Some BC's, some BV's. Most are B's. All are used. Most are probably complete. A few have tags. Inventory showing 60 pieces (number may be adjusted when we pull them). Price $8.00 each times how ever many (60 or less, if more than 60 the excess will be free) we have when you pick them up. At this price, you MUST take them all. WILL NOT SHIP THIS LOT. For the most part, unidentified, and for this price not going to attempt to identify. 573-392-7378 (9-12, 1-4 Mon-Tues central time). No PM's, no emails. Jon.

If the compression test is normal AND firing voltages at the plugs, dwell, and timing are correct by instrument test: The first thing to test on the carburetor would be the function of the choke. If the choke is functioning correctly, then a fuel pressure gauge inserted right at the carburetor would be the next test, especially if the fuel pump has been rebuilt/replaced within the period when you are having the problems. The idle mixture control screws should be between 3/4 turn and a maximum of 1 1/2 turns; 1 turn is a good starting point. If all of the above tests are normal, then it would be time to disassemble the carburetor. The float should be tested, and check the carburetor mounting gasket for being correct for the application. The Carter WCD is one of the very most reliable of all 2-barrel carburetors. Jon.

On average, the causes of a rich running engine: (A) - compression (2 percent) (B) - ignition (94 percent) (C) - carburetor (4 percent) Jon

Ebay won't let me list this, so listing here. We are piecing out our huge library of carburetor literature, what would you like to see listed? This item is a factory 8 1/2 x 11 inch Carter maroon binder 2 inches thick covering Carter carburetors used on military vehicles. This is NOT the tan covered military manual put out by the armed forces. This is factory Carter documentation. Carburetors covered have 1, 2, or 4 sheets covering a complete parts bill-of-material with part numbers, adjustment specifications, and calibration sizes. Many of these carburetors are military use only, while others were used on both military and civilian vehicles. Military vehicle carburetors covered include: M-5 tank, M-8 tank, and the Canadian Snowmobile with Cadillac engines, the M-4 tank with Chrysler engine, Dodge military ambulances, Studebaker 6x4, and light Cargo carrier, and generators and Jeeps including the sealed carburetors used on the Jeep with the "fording (underwater) package". Military only carburetors covered with the individual sheets: Cadillac 553s, 564s, 566s, 578s, and 583s; Chevrolet 515s, 570s, 575s, 747s; Chrysler T1 through 5, T1-A through T5-A, T1-B through T5-B, TX-1 through TX-5, TD-1, and TD-2; Dodge E9D1, ETW1; Studebaker 561s, 577s; Willys 450s, 450sa, 539s, 567s, 572s, 596s, 636s, 637s, 698s, 950s. Additionally, there are "school" documents on circuit diagrams, design, cut-a-way drawings, etc. on the WCD's used by Cadillac, the W-1 used on Chevrolet trucks, and the T series carbs used on the Chrysler tanks. Civilian and military use carburetors that were used on passenger cars, pickup trucks and lighter cargo (3/4 ton, 1 ton, 2 ton) trucks by Chevrolet, Dodge, Plymouth, and Studebaker are also covered. And for those needing rebuilding kits, we offer a rebuilding kit for every carburetor listed in this manual, all of which are 100 percent produced by us in the USA. I acquired this book from one of the gentlemen who taught the Carter carburetor schools. He had put it together for his own use. A few of the sheets are Carter in-house only. CONDITION – Used, but overall very good. Most of the sheets are in mylar page protectors. TERMS - PLEASE READ. Successful bidder agrees to supply name and address WITHIN 3 BUSINESS DAYS OF CLOSE OF AUCTION. Bidder also agrees to remit payment for item within 5 business days of close of auction. SHIPPING – USPS priority mail WITHIN THE UNITED STATES ONLY! ITEM LOCATION - Eldon, Missouri PAYMENT may be MasterCard or VISA supplied to us, or via Paypal MISSOURI RESIDENTS subject to Missouri sales tax at current rate of 8.125 percent, or furnish a tax-exempt certificate. Sale price $600. FIRM plus postage charge. Will leave here for approximately 10 days, and if not sold, will then move to my website at regular price. 573-392-7378 (9-12, 1-4 Mon-Tues central time). Jon.

I probably have all of it new. Our Carter inventory is very extensive! Some of the requested parts are sold ONLY as part of a rebuilding kit, not ala carte. And a rebuilding kit is always the minimum sale. HOWEVER: Buying a carburetor by the piece is like buying a car by the piece. If you need this many parts, you would probably wise simply to locate a used carburetor. The choke mechanism is especially expensive. And save some money for aspirin! If you try to run those two carbs on a single engine in duals, you are definitely going to need the aspirin! Jon.

The last time I posted about a Buick carburetor I was told since I had never rebuild a nailhead, I knew nothing about Buick carburetors. So will limit this post to Carter information only, the readers may draw their own conclusions. One gentleman that is a member here called, and we had an interesting discussion, and he suggested that I read the thread. Carter produced a lot of different auxiliary air valves for different applications. I have maybe 25 different in my AFB parts. AT LEAST FOUR DIFFERENT HAVE HOLES IN FRONT! Not just Buick. Several have no holes, and no flats. Several have the machined flats in the back, but no holes. Unfortunately, the surviving Carter drawings file is incomplete, and the Buick AFB prints are not included in the files. Jon.

Since there has been no interest, this thread should be considered closed. I have moved the item to my website. Jon.

Matt - as far as rebuilding one of the ENGINES, you are correct. I only rebuilt engines for myself, not for others. As far as rebuilding, installing and tuning carburetors (in person), helping customers tune via telephone, changing to different carburetors for these engines; You are wrong, I have lots of experience with them. So I guess your 100 bucks is a wash; you win the first half, and I win the second half. Jon.

Willis - a number of facts which intrigue me: (1) If one compares throttle bore/venturi size on Carter AFB's and the new "AFB"/"AVS" units, one finds: 1-A Carter rating 625 CFM, Edelbrock rating 650 CFM 1-B Carter rating 750 CFM, Edelbrock rating 800 CFM This may be an example of the "new math" Taking these figures back to 1963: Carter offered a 750 CFM (new math 800 CFM) which Buick engineers chose to NOT use on their production vehicles in 1963. If the 750/800 is so much superior to the 500/610/625 versions used by Buick on various engines in the early 1960's; one wonders WHY these were NOT used. My GUESS (not necessarily fact) would be that the Buick engineers were interested more in driveability than absolute power at wide open throttle. One can look at Carter 3529s (Buick number 1356948) that was tested by Buick, and rejected. The only examples of this carburetor were the six prototypes sent by Carter to Buick. There was no standard production. As far as the OP's original question, I suggested the original carb, and still believe that is the best carb for basically stock street (not necessarily race) application - BUT THAT IS PROFESSIONAL OPINION, not necessarily fact. Others obviously have a different opinion. I guess if absolute power is the most important consideration, then maybe the larger carburetor could be used. All of us can learn from a respectful dialog. The only reason I posted in this thread, other than the original carb suggestion, is a modification of history as to carburetor introduction dates, sizes, etc. As an automotive historian, I find this less than satisfactory. I believe we have an obligation to keep history separate from opinions. As far as dyno tests go, in 60 years of playing with cars, have seen way too many tests that prove what the tester wished to prove. Dyno tests CAN be a useful tool, especially in designing/tuning race engines. As I do very little with racing these days (and then it would be vintage racing, not modern stuff), I have little need for dyno tests. Again, my professional opinion; others obviously have differing opinions. Jon.

FOR SALE - A carburetor textbook from 1925. This text has information and adjustment on quite a few seldom documented carburetors. In addition to the common makes, this book has information on Eagle, Scoe, Hudson, Essex, Johnson, Miller, Franklin, and Pierce carburetors. I am including the "table of contents" to show all makes covered. The book is in two parts: part 1 is 55 pages, part 2 is 60 pages. Price, to include priority mail postage in the United States - $110.00 MasterCard or VISA accepted. 573-392-7378 (9-12, 1-4 Mon-Tues central time). Jon

There are at least four different fuel orifice sizes for fuel valves for the various Carter type BB-1 carburetors: 0.085 0.093 0.101 0.118 Be careful in boring these larger than the existing orifice. Some of the pointed area of the plungers will not seal an orifice larger than 0.101. CHECK BEFORE BORING! Using the wrong size orifice can result in issues; both running out of fuel, or flooding. Another issue that some find is the misapplication of which BB-1. CARTER PRODUCED 70 DIFFERENT TYPE BB-1 CARBURETORS! Obviously these come in different flange sizes, but also different internal venturii sizes. Many refer to the many BB-1 carbs as a single BB-1. That is analogous to referring to a model T Ford and a Rolls Royce as being the same After all, both are automobiles, and both have four tires that touch the pavement The largest engine Carter recommended using ANY of the BB-1 was the 319 CID Packard, and that was the 289s superseded by the 289sd. We have found THROUGH ACTUAL TESTING that either a Stromberg SF-3 or Zenith 63AW12 with the venturi suggested by Stromberg works MUCH better on this engine. Much as I like to adhere to information published "in the day", I really believe Carter was optimistic is this recommendation. Personally, I don't recommend any of the various type BB-1 carbs for engines larger than 290 CID. Using the wrong venturi (in either direction) will NOT give optimal performance. Too large a venturi will result in the venturi air velocity being low, and the engine will run lean. Too small a venturi, and the venturi air velocity will be too high, resulting in higher than normal fuel usage, the possibility of "icing", and the possibility of the bowl running low on fuel, regardless of which fuel valve orifice is used. EDIT: this link will explain the range of engine sizes a single carburetor can service, based on flange size and venturi size: http://www.thecarburetorshop.com/Stromberg_SF_carburetors.htm Probably someone has "successfully" used a BB-1 on a 600 CID engine, and will post about their success in this thread. If the individual is happy with the performance, then I am happy for them. Just remember the old saw (and I wish my memory were better to remember whom to cite) "balonga tastes good, if one has never tasted steak"! Jon.

Matt - with no offense meant, Carter AFB 3636s, released in 1963 for the Pontiac 421 flowed 939 CFM when tested on the 4-barrel scale, and 1128 CFM when tested on the 2-barrel scale. Somewhere, I have the actual Carter flow test. In addition to the 939, Carter made several 750 CFM AFB carbs. Even Chevrolet had one, Carter part number 3593s. Buick chose NOT to use the larger carbs on their production street engines. Pontiac and Chrysler both had 700 and 750 CFM AFB carbs. The companies jumped on the Q-Jet, not because it was larger, but because of the higher venturii velocity for street use with the smaller primaries. Jon.

Nope - dyno results have their place, but not overly useful for street use. As far as ET is concerned, we had a lot of Buick 455 owners 40 years ago that were extremely surprised when they found their 455's were actually quicker with the 850 CFM carbs than with the 1000 CFM carbs on the drag strip. We also had quite a few that found no discernible difference ON THE STREET from the 800 CFM to the 850 CFM; and the 1000 CFM were actually slower on the street. Bigger is not always better. The old saw about multiple carburetors coming in the mid-1950's because there was no carburetor sufficiently large is basically hog-wash. This is why I posted the fact that Holley had a production 600 CFM 2-barrel carburetor in 1929. Since someone will remember that 1 and 2 barrel carbs were tested on a different scale than 4-barrels, I also posted the 600 was on the 4-barrel scale. On the 2-barrel scale, this carb would have flowed more than 800 CFM. Significantly large carburetors for street use were available. The Buick engineers were certainly aware of what was available, and chose NOT to use the larger carburetors on production vehicles. Dyno results are quite useful for trailered racecars. Today, because of better design cylinder heads, computer-designed camshafts, and better exhaust scavaging, more CFM may be utilized on pure race cars than 40 years ago. But street performance is more about venturii air velocity at all RPM's than wide-open throttle only. Jon.

By 1963, Carter produced, and sold AFB carbs in CFM figures from 400 to 939! Buick had access to them all. Biggest carb available??? Holley had a PRODUCTION two-barrel that flowed 600 CFM on the 4-barrel scale in 1929! Large carburetors were readily available! Jon.